Config Warning on t/o

[Guest]

I have read through the manuals, but am unable to determine the following:Why I receive a "Config Warning" on takeoff roll;Where "trim" indicator is located;How to set altitude at which aircraft accelerates during climb;How to execute a missed approach on autopilot.I am slowly re-reading everything, but would appreciate help on these points. Thanks,Ken R.

[crvm]

Do you have the FLAPS set? Most US airlines set it to 5 but British Airways goes for 15 and sometimes 20!! Your TRIM lever is on the Throttle Quadrant which you bring up through "SHIFT 5" I think, well shift some number LOL. Ah I don't get your Altitude question? How are you climbing? With the FMC? Manually? You need to "Cleanup the bird" {flaps retracted} at a certain point which most do around 1000'- 3000'. Here is a chart from one Airline. Note, there is not just ONE WAY that its done. If you ask with more detail we can help you out a little more. Here is another chart for you for a GO AROUND. First thing you want to do is FLY THE AIRCRAFT! Hehe. If you have charts for the runway you are landing on {well trying to} it tells you some important info for the correct procedure. Most have you fly the runway heading up to 3000' and HOLD at a certain VOR or fix etc Or vector you around {on line only}for another go. Again this varies a bit. It's also possible to set ROUTE 2 on the FMC for your missed aproach {off-line of course}. Most real airlines use it for a backup to route 1 though.And last a trim sheet for you and here are the instructions:The Zero Fuel Weight has been worked out drawn at a point = to the default PIC ZFW. It is in an INDEX position that I have worked out as PIC does not model how the aircraft is loaded.Add the fuel weight to the ZFW.From this find the Fuel Index. Round the Fuel Weight up to the next 1000 KGS. Note down the Index effect in the box below the ZFMI.Add the ZFMI and FI to get the TOW IndexLook at the graph.From the ZFW Line count the number of Index Units that The Fuel Differs by.Draw a vertical line at this new point.On this line mark a small horizontal line where the TOW intersects it.Notice the diagonal lines on the graph.Draw a line parralel to the diagonals at the horizontal line you just drew.Now you can see how many units of trim you need to add.Hope this helps.Mark McGrathBest Wishes,Randy J. [email protected]" A little learning is a dangerous thing"AMD XP 2100 |MUNCHKIN 512 DDR RAM |ECS[/b ] K7S5A MB |[b]GF3 64 MEG |WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"

[Guest]

The config warning can be due to multiple things not in the proper configuration for takeoff. Such as, your flaps are not set. Or another control surface (spoilers are up, elevators are not trimmed properly).The trim indicator is on the PDSTLDont understand the altitude question.All missed approachs are different. But here is the missed approach procedure for KLAX's RWY25L. Rarely is it used in real life, as for the most part the departure controller will resequence you into the arrival stream instead of having you fly the missed approach procedure as published. But here we go. To view the chart click this link. http://edj.net/Plates/SouthWest/LAX_ir25L.GIFI point you to the section labeled Missed Approach at the top. Second row, on the very right. It states the following:Missed Approach: Climb to 800 then climbing left turn to 2000 via heading 190 and LAX R-210 to CATLY INT/LAX 12DME and hold.So, you would do this via the autopilot by. Once you have decided to perform a missed approach, descending still via the GS to the MAP (Missed approach point, or sometimes as MAF [Missed Approach Fix]). In this chart it is not clearly labeled, but you will note on the profile view of the approach the solid line showing the glideslope changes to a dotted line near the IM. You would continue the approach up to that point, then at that point you would make your climb to 2000, passing through 800ft, you would then turn left to heading 190 to intercept the LAX 210 radial to CATLY INT/LAX 12DME and you would then hold as published.As you approach the MAP (MAF), Start a manual climb to 2000 (if AP is disengaged), or if you have 2000ft in the MCP already (and AP is engaged), you would hit either the VS button, select a VS to climb at, or you would select the FLCH button and select a speed at which to climb. With the A/P engaged, you would select a HDG of 190, and would activate the HDG SLC, which would turn you to 190. You would also have to be prepared and have the LAX VOR tuned in your NAV1, and the radial set to 210 to intercept. Approaching the radial you could hit the VOR/LOC button, and it should then track the radial out to CATLY. While approaching CATLY, You very well could have enough time to program a HOLD within the FMS, and hold over CATLY with LNAV. Or, hold over CATLY manually. Hope that explains your questions a little better, any questions, do not hesitate to ask. Im sure others have different ways of doing a missed approach, but through feed back from many commercial pilots in the US, that is how it is "suppose" to be done. No terminating the approach until the MAP is reached for the most part. Please clarify your altitude question and Im sure either myself, or someone else will jump right on it. Regards

[Guest Lenny Zaman]

for the altitude acceleration thingy:in the FMC there is a PERF T/O page, go to page 2/2 of that 'tab' and you'll find the entry you need.And randy, there's no need to be in clean config, if the aircraft detects flaps not up, it automatically throws in a speed restriction.(this is solely tru for the VNAV procedure of takeing of, i preferr FLCH, kinda get's me up there as soon as i can ;))Cheers

[Guest]

Thank you for the responses. I believe the config warning was generated by the incorrect trim setting. Thanks for the answer, Lenny... sorry for being unclear.I'm glad someone mentioned the "Go Around" switch. On missed approaches, I have always disconnected the autopilot and flown the published missed approach by hand. I am anxious to try the procedure with autopilot (Hope you don't think I'm lazy).Ken Rogers